Furnace braze deposition of hardface coating on wear surface

ABSTRACT

A disclosed method of hard coating a wear surface of a valve of an aircraft air management system is performed by depositing a hardface alloy powder onto the wear surface, heating the wear surface and the hardface alloy powder to transform the hardface alloy powder into a molten liquid mass, and subsequently cooling the molten liquid hardface alloy mass to solidify the hardface alloy onto the wear surface. The disclosed process provides for localized application and subsequent bonding of the hardface alloy to discrete portions of the wear surface. The solidified hardface alloy coating may then be machined to obtain specific wear surface geometries.

REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. application Ser. No. 12/940,558filed on Nov. 5, 2010.

BACKGROUND

This disclosure generally relates to formation of wear surfacessupporting sliding or rotational movement. More particularly, thisdisclosure relates to a method of producing a hardface wear surfaceincluding desired material properties.

A wear resistant coating is applied to protect sliding components andextend operational life. Wear resistant coatings may utilize ahardfacing alloy that is applied to contact surfaces of a sliding orrotating component. Application of a hardface alloy is conventionallyperformed utilizing puddle-weld or arc-spray methods. The puddle-weldmethod is performed manually and cannot provide consistently repeatableresults. The arc-spray method is not efficient for more complex recessedpart geometries.

SUMMARY

A disclosed method of hard coating a wear surface of a valve of anaircraft air management system is performed by depositing a hardfacealloy powder onto the wear surface, heating the wear surface and thehardface alloy powder to transform the hardface alloy powder into amolten liquid mass, and subsequently cooling the molten liquid hardfacealloy mass to solidify the hardface alloy onto the wear surface.

The disclosed method provides for localized application and subsequentbonding of the hardface alloy to discrete portions of a thrust plate orother part. The solidified hardface alloy coating may then be machinedto obtain specific wear surface geometries.

These and other features disclosed herein can be best understood fromthe following specification and drawings, the following of which is abrief description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an aircraft including an air managementsystem.

FIG. 2 is a sectional view of an interface between an example valveshaft and an example thrust plate.

FIG. 3 is an enlarged view of the example thrust plate and thrustsurface.

FIG. 4 is schematic view of a disclosed process for forming a hardfaceon a thrust surface.

FIG. 5 is an enlarged cross-section of the example hardface alloy powderdeposited on the example thrust surface.

FIG. 6 is a schematic view of a thrust surface geometry and solidifiedhardface alloy.

FIG. 7 is a schematic view of another thrust surface geometry andsolidified hardface alloy.

DETAILED DESCRIPTION

Referring to FIG. 1, an aircraft 10 includes an air management system 12mounted to a support 14 within the aircraft 10. The example airmanagement system 12 includes a conduit 16 that defines a passage 18 forair flow. A valve assembly 20 controls airflow through the passage 18and includes a valve plate 22 mounted on a shaft 28 and rotated by anactuator 24 about an axis 26. The shaft 28 includes an axial end 30 thatis supported by a thrust plate 32. The example thrust plate 32 limitsmovement of the shaft along the axis 26. The example air managementsystem 12 is required to operate within an extreme temperature range, athigh vibration levels with little or no lubrication. Accordingly, theexample thrust plate 32 includes a hardface surface between abuttingrelative moving parts such as the interface between the axial end 30 andthe thrust plate 32.

Referring to FIGS. 2 and 3, the example thrust plate 32 includes ahardface coating 38 disposed on a thrust surface 34. The example thrustsurface 34 is surrounded by walls 36 that correspond with a profile ofthe shaft 28. The axial end 30 of the shaft 28 abuts and rotates on thehardface coating 38 to provide the desired wear protection.

The example hardface coating 38 is formed from a hard and wear resistantmaterial such as a Colmonoy 6 alloy (Ni—Cr—B—Si—Fe) with an HRC rangebetween 55 and 60. Moreover other alloy compounds and materials thatprovide the desired wear performance at the extreme temperatures couldalso be utilized and are within the contemplation of this disclosure.The example thrust plate 32 is formed from a metal material compatiblewith the environment in which the valve assembly 20 operates. Theexample metal material forming the thrust plate 32 is of hardness lessthan that of the hardface coating 38.

The shaft 28 is engaged in abutting contact with the thrust surface 34and therefore the entire thrust plate 32 does not encounter the wearexperienced and is not required to be fabricated from a material capableof the wear resistance provided by the hardface coating 38. The hardfacecoating 38 is therefore formed locally on the wear prone surfaces of thethrust plate 32. In this example, the thrust surface 34 absorbs themajority of contact and therefore is provided with the hardface coating38. Other applications where wear resistance is desired could utilize ahardface alloy coating on other portions of the part and are within thecontemplation of this disclosure.

The example thrust plate 32 includes the side walls 36 surrounding therecessed thrust surface 34. Access to the thrust surface 34 is thereforecomplicated due to the confined area in which the hardface coating 38 isrequired.

Referring to FIG. 4, an example process for locally applying thehardface coating 38 is schematically shown at 40 and includes an initialstep of depositing a hardface alloy powder 42 onto the wear surface. Inthis example, the hardface alloy powder 42 is deposited on the thrustsurface 34 that is recessed between the walls 36. The hardface alloypowder 42 settles on the thrust surface 34 and is distributedsubstantially evenly across the thrust surface 34. The hardface alloypowder 42 is then leveled out as shown in FIG. 5 and prepared forheating.

The thrust plate 32 with the hardface alloy powder 42 is placed on alevel even surface within a vacuum furnace 44. The temperature withinthe vacuum furnace 44 is then raised to a first temperature that isbelow the melting point of the hardface alloy powder 42. Once a suitablevacuum pressure is attained, the vacuum furnace may be backfilled with alow partial pressure of an inert gas. This may be necessary for certainhardfacing alloys containing elements which are prone to out-gassing.The first temperature is maintained for a desired first dwell time suchthat the hardface alloy powder 42 may attain thermal equilibrium. Asshould be understood, the specific temperature and dwell time isdependent on the specific hardface alloy powder material along with thematerial comprising the thrust plate 32.

Once the hardface alloy powder 42 has attained the desired thermalequilibrium, the temperature is raised to a second temperature above theliquidus temperature of the hardface alloy powder 42, but below amelting temperature of the thrust plate 32. Therefore, the hardfacealloy powder 42 is heated to a molten liquid state indicated at 46 whilethe thrust plate 32 remains in the solid state. Accordingly, thehardface alloy powder 42 is formed from a material having a meltingtemperature lower than that of the material utilized to form the thrustplate 32.

Referring to FIG. 6 with continued reference to FIG. 4, transformationof the hardface alloy powder 42 into the molten liquid hardface alloy 46may generate surface tension. It is this surface tension that results ina slight contraction or balling up of the molten liquid hardface alloy46 as is schematically shown. The edges of the molten liquid hardfacealloy 46 draw inwardly away from the side walls 36 to form the doomedshape schematically shown. In this example, edges of the molten liquidhardface alloy 46 draw away from the side walls 36 and form an angle 56relative to the wear thrust surface 34. In this example, the angle isapproximately 110°. It should be understood that other angles may resultfrom different material and process parameters.

The second temperature is held for a second dwell time to providesubstantially complete transformation of the hardface alloy powder 42into molten liquid hardface alloy 46. Upon completion of the desiredsecond dwell period at the second temperature, the thrust plate 32 iscooled to room temperature by inert gas quenching directly from thesecond temperature or controlled furnace cooling to a third coolingtemperature below the solidus of the hardface alloy, then gas quenching.The second temperature may also include a temperature range below theliquidus temperature but above the solidus temperature where incipientmelting is present such that most of the hardface alloy powder 42 ischanged to the liquid state. Accordingly, it is within the contemplationof the disclosed process to utilize temperatures to change the hardfacealloy powder 42 into a molten material, but is not required to be at thefull liquidus temperature.

The cooling step is performed as a quench or slow cool from the secondmelting temperature to the third cooling temperature to solidify orfreeze the molten liquid hardface alloy 46 in the shape attained in themelting step. The frozen or solidified material substantially retainsthe shape attained at the second temperature. In the disclosed example,a doom shape is attained, however other shapes can be attained byleveling or otherwise orientating the hardface alloy powder 42. Theresulting frozen or solid hardface alloy 48 forms a predictable andrepeatable shape that covers the desired portions of the thrust surface34. The example thrust plate 32 is maintained at the third coolingtemperature until a thermal equilibrium at room temperature is attained.The cooling process produces a dense coating of the solid hardface alloy48 with less than 1% porosity and uniform microstructure.

Once the thrust plate 32 and solid hardface alloy 48 is completelycooled, a machining step is performed to attain a desired thickness 54of the completed hardface coating 38. A machine tool 52 is utilized toextend into the recess of the thrust plate 32 and machine the solidhardface alloy 48 to the desired thickness 54. The machine processutilized to attain the desired thickness may include any known materialremoval process compatible with the hardface alloy material and desiredproduction parameters. The resulting hardface alloy coating 38 providesthe desired wear resistant surface of the thrust plate 32. A subsequentheat treat may be implemented to restore thrust plate 32 mechanicalproperties, since the braze process may anneal or solutionized thechosen base metal.

Referring to FIG. 7, another example thrust plate 60 includes a recess62 disposed below thrust surface 70 that receives a portion of thehardface alloy 64. A portion of the hardface alloy 64 accumulates withinthe recess 62 and results in a corresponding depression 66 on a topsurface of the hardface alloy 64. The edges shown in this disclosedexample of the solidified hardfaced alloy 64 forms the angle 68 duringthe melting process. The disclosed example angle and shape of thesolidified hardfaced alloy 64 can be modified to provide other shapes asdesired. The depression 66 is subsequently machined away to provide thedesired smooth level wear surface. In this example, the hardface alloy64 is machined away to the thrust surface 70. In other words, theresulting thrust surface 70 is flat and includes a desired thickness ofthe hardface alloy 64 that is disposed within the recess 62. Thisconfiguration provides a desired thickness of the hardface alloy 64 thatis substantially flush with the thrust surface 70.

The hardface alloy powder can be deposited on discreet surfaces andlocations to provide a desired wear surface in hard to reach locations.Moreover, different configurations can be utilized within thecontemplation of this disclosure to provide the desired hardface wearsurface.

Accordingly, the disclosed method of hard coating a wear surface of avalve of an aircraft air management system is provides localizedapplication and subsequent bonding of the hardface alloy to discreteportions of a thrust plate or other part. The solidified hardface alloycoating may then be machined to obtain specific wear surface geometries.

Although an example embodiment has been disclosed, a worker of ordinaryskill in this art would recognize that certain modifications would comewithin the scope of this disclosure. For that reason, the followingclaims should be studied to determine the scope and content of thisinvention.

What is claimed is:
 1. An air management system for an aircraftcomprising: a valve plate movable for controlling airflow through apassage; a valve shaft including an axial end supporting the valve platewithin the passage; and a thrust plate for controlling axial movement ofthe valve shaft, the thrust plate including a thrust surface in contactwith the axial end of the valve shaft, the thrust surface including ahardface alloy coating formed from a hardface alloy powder melted andsolidified on the thrust surface.
 2. The air management system asrecited in claim 1, wherein the thrust surface is recessed and at leastpartially surrounded by walls.
 3. The air management system as recitedin claim 2, wherein the hardface alloy powder is disposed only on thethrust surface and not the walls.
 5. The air management system asrecited in claim 2, wherein the thrust surface is spaced apart from thewalls.
 6. The air management system as recited in claim 2, wherein thevalve shaft includes a first diameter received within the thrust platethat is less than a second diameter outside of the thrust plate.
 7. Theair management system as recited in claim 1, wherein the hardface alloyis deposited onto the thrust surface as a powder and transformed into amostly molten liquid mass on the thrust surface by elevating the thrustplate and the hardface alloy powder to a temperature sufficient to meltthe hardface alloy powder and not melt the thrust plate.
 8. The airmanagement system as recited in claim 1, wherein the solidified hardfacealloy is machined to provide a desired thickness on the thrust surface.9. The air management system as recited in claim 1, including anactuator for controlling movement of the valve plate to control airflowthrough the passage.
 10. An airflow control valve comprising: a valveplate movable for controlling airflow through a passage; a valve shaftincluding an axial end supporting the valve plate within the passage;and a thrust plate for controlling axial movement of the valve shaft,the thrust plate including a thrust surface in contact with the axialend of the valve shaft, the thrust surface including a hardface alloycoating formed from a hardface alloy powder melted and solidified on thethrust surface.
 11. The airflow control valve as recited in claim 10,wherein the thrust surface is recessed and at least partially surroundedby walls.
 12. The airflow control valve as recited in claim 10, whereinthe thrust surface is spaced apart from the walls.
 13. The airflowcontrol valve as recited in claim 10, wherein the valve shaft includes afirst diameter received within the thrust plate that is less than asecond diameter outside of the thrust plate.
 14. The airflow controlvalve as recited in claim 10, wherein the hardface alloy is depositedonto the thrust surface as a powder and transformed into a mostly moltenliquid mass on the thrust surface by elevating the thrust plate and thehardface alloy powder to a temperature sufficient to melt the hardfacealloy powder and not melt the thrust plate.
 15. The airflow controlvalve as recited in claim 10, including an actuator for controllingmovement of the valve plate to control airflow through the passage.